Motor vehicle



June 24, 1930, A MOQRHOUSE 1,766,925

MOTOR VEHICLE Filed March 18, 1927 2 Sheets-Sheet l' HLF'REJ: MDDEHDUSE.

June 24, 1930. l A MOORHOUSE 1,766,925

MOTOR` VEHICLE Filed March 18, 1927 2 Sheets-Sheet 2 EJ-.FRED NDUHHDUEE.

\ no twisting moment.

Patented June 24, 1930 UNITED ALFRED MOORHOUSE, OF DETROIT, MICHIGAN, ASSIGNOR TO PACKARD .MOTOR CAR COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN MOTOR VEHICLE Application led March 18, 1927. Serial No. 176,369.

This invention relates to motor vehicles and more particularly to the engine and frame construction thereof.

An important problem in motor vehicle construction is that of eliminating the disagreeable eects of engine vibration, such vibration being the cause of discomfort to passengers and of serious wear and tear on the whole vehicle. A related problem is that of reducing stresses in the various parts of a motor vehicle that are caused by unavoidable jolting or shocks, transmitted via the wheels, springs and frame to the engine and other parts of the power plant, and caused by vibration of the engine itself.

An object of the present invention is to reduce the effects of engine vibration upon the frame and body of a motor vehicle by means of resilient supporting members.

A specific object is to yieldingly su port the engine of a motor vehicle upon lts rame in such manner as to reduce engine vibration and to prevent torsional deflection of the side frame members.

Another object is to yieldingly support the engine of a motor vehicle uponits f rame, lwithout setting up a twisting moment in the frame.

A further object is to so flexibly support the engine of a motor vehicle on theframe as to enable the engine to be readily removed without removing the supports.

A ifeature of the invention relates to resilient supports for the engine of a motor vehicle comprising brackets attached tothe engine and frame which are detachable from the en ine, whereby it may be lifted bodily from t e supports.

Another feature relates to supporting brackets, including spools of resilient inaterial positioned inside of the frame side rails, adapted to connect the engine crankcase to the frame, whereby vibration is reduced; whereby the crankcase is adapted to prevent torsional deiiection of the side frame members; and whereby the load is applied directly to the side rails with substantially Another feature is a device comprising a fiat plate rigidly attached to the crankcase of an engine, with arms attached to brackets on the frame, the brackets havin one or more spools of resilient material a apted to dampen vibration and to reduce shocks.

An additional feature is a Hem'ble kmounting for the'engine of a motor vehicle adapted to cause the crankcase of the engine to function as a cross member of the frame, whereby the provision of additional frame members is obviated. 4

Other features and objects of the invention will appear from the following description, taken in connection with the drawings, wherein like reference numerals have been used to indicate like parts, inthe several iigures, and wherein:

Fig. 1 is a plan view of the front end of the frame ofpa motor vehicle showin the engine mounted in accordance with this in-` vention Fig. 2 is a partial front view of the sup' porting plate and bracket shown in Fig. 1;

Fig. 6;

Fig. 8 is a partial view showing a modification of the front supporting arm, and l Fig. 9 is an enlarged side view of the supporting arm opposite to that shown in Fig. 8.

The structure shown in Fig. 1 includes an engine l0 yieldingly su ported upon a frame 11 by means of ront supporting brackets 12 and 13 attached to a front supporting plate 14, and by means of rear supporting brackets 15 and 16 attached to' supporting arms 17 and 18, integral with the crankcase. The supporting brackets 12, 13, 15 and 16 are positioned inside of the side rails of the frame 11, whereby the Weight of the engine is applied directly to the side rails, without producing moment, and the brackets 15 and 16 have any twisting I double spools adapted to cause the crankcasey `and 20 may be stamped from 'a relatively thin plate of steel or similar material. This plate, or su porting member, is attached to the front o? the engine crankcase by bolts 21. The bracket 12 includes a cylindrical sleeve 23 having an inte ral flange 22 extending laterally, which 1s attached to the arm 19 by suitable bolts 24. Within the sleeve 12 1s positioned a hollow cylinder or spool 25 of resilient material, such as rubber, and a cylindrical pin 26 is inserted through the center of the spool, Fig. 3. The ends ofthe pin 26 pass through suitable holes in angle shaped members or brackets- 27 and 28 positioned on opposite sides of the sleeve of thebracket 12. The pins .26 may be attached to the members 27 and 28, by riveting or in .any other suitable manner. The brackets 27 and 28 are attached to the vertical web of the side frame member 11 by means ofbolts 29. At opposite ends of the sleeve or bracket 12, washers 31 and 32 of resilient -material are positioned over the pin 26 and between the sleeve and the respec- K tive members 27 and 28, to allow limited axial movement of the sleeves and to dampen vibration in an axial direction. l

`The members 27 and 28 are relatively short. so that the sleeve portions of the brackets 12 and 13, and the pins v26 are ositioned inside of the flanges ofthe side rame members, and hence the point at which the weight of the engine is applied, namely the axis of the pins, is inside of the frame channel members so that no material twistin moment thereon is produced, becauset e moment arm is extremel short. i

The brackets 12 and 13 are frm the arms 19 and 20 at points outside of the frame by removal of the bolts 24, so that the en ine may be dismounted by lifting it bodi y from the frame. -`Otherwise it would be necessary to lengthen the angle members 27- and 28 to enable the brackets 12 and 13 to clear the frame and hence the twisting moment on the frame would be increased. Moreover, it would also be necessary to make the pins 26removable, which would require the provision of a rigid eXtra sleeve in the rubber spool around the pins.`

' In Figs. 5, 6 and 7, the rear bracket 15 is shown in detail. The arm 17 of the engine crankcase includes oppositely disposed iiange ortions 33 and 34, provided with inte al es 35 in which holes are provided. e

bracket 15 includes a pair of cylindrical' sleeves 39 and 41, Fig. 7, with a yvertical etachableflange portion 38, the outer periphery ofv which is curved, to engage the bottom face of a horizontal flange 40 at the top of the arm 17, for supporting the engine. The flange 38 includes integral bosses 37, in which holesare provided that are adapted to aline with the holes in the bosses 35,

whereby the arm 17 may be attached to the bracket 15 by the bolts 36 inserted through these holes.

In the integral sleeve portions 39 and 41 of the bracket 15, Fi 7, rubber spools 42 and 43 are positione These spools and the bracket 15 are supported 'on angle members 44 and 45, by means of the ins 46 and 47, passing through the center o the spools, in the same manner as described in Figs. 2, 3 and 4. The angle members 44 and 45 in- -clude vertical ange portions 48 and 49 atsleeves and arm 17 is permitted bythe re-l silient washers 55 and 56, which also unction to 'dam n the vibrations of the arm. The arm 18 ls-similar to the arm 17 and the bracket 16 is similar tothe bracket 15 so they need not be further described.

The brackets 15 and 16 are detachable from the arms 17 and 18 so that these arms will clear the frame when the en ine is lifted vertically from its supports. he-brackets '15 and 16 being positioned permanently inside the frame, reducethe twisting moment and permit simplification of the resilient spools as explained in describing the front brackets. l

Rotation of the arm or torsional deflection of the side frame members is prevented by4 the spaced arrangement of the pins, which are rigidly attached to the frame, in

the to t e frame through the co-o eration with the rubber spools, and the dou le sleeves rigidly attached to the arm 17.

A modication of the front supporting arms and brackets is shown in Figs. 8 and 9. The arm 20', Fig. 8, is integral with the engine crankcase as is also the arm 19', Fig. 9, so that the supporting-plate 14 is eliminated. These arms each include-a horizontally projecting flange v40', positioned on top of the flange 22 of the bracket 12.- The lianges 40 and 22 are rigidly attached-together by a bolt 23. In other respects, the modification shown in Figs. 8 and 9 does not differ materially from that shown inFigs.

mechas 2 and 3, except that the angle members 27 and 28 include horizontal flanges 5l', which are boltedtothe bottom flange of the side frame members.

In both forms, the weight ofthe engine is applied substantially directly to the side frame members and the spools of the supporting brackets are positioned insi'de of the side frame members, so as to avoid setting up any twisting moment. Likewise the rubber spools and washers function to dampen vibration of the engine frame and to prevent the transmission of this vibration to the side frame members.

rlhe invention herein described has the advantage that increased riding comfort in the motor vehicle is secured by the elimination of noise and vibration, and in addition, the life of the entire vehicle is increased by eliminating strains caused by shocks and vibration.

Although this invention has been described in connection with certain specific embodiments, the principles involved are susceptible of numerous other applications that will 'readily occur to persons skilled in the art. 'llhe invention is therefore to be limited only as indicated by the scope of the appended claims.

What is claimed is:

1. lln a motor vehicle, a frame member having a web and flanges, a bracket for said frame member secured tothe web and one of the flanges, an engine for the vehicle and resilient connections between the bracket and engine positioned substantially within the limits of the Hanges.

2. In a motor vehicle, a channel frame member, a bracket secured to the frame member, an engine for the vehicle, a member intermediate the bracket and engine, a resilient connection between the bracket and intermediate member positioned substantially within the limits of the channel frame member and a removable connection between the engine and intermediate member positioned without the limits of the channel frame member.

3. In a motor vehicle, in combination, a frame member, an engine for the vehicle having a supporting arm provided with a plurality of spaced sleeves, resilient members in the sleeves, and means for engaging the resilient members for securing the supporting arm to the frame member.

4. ln a motor Vehicle, in combination, a frame, an engine for the vehicle, and means for supporting the engine on the frame to prevent torsional deflection of the frame members, comprising supporting arms for the engine each having a lurality of resilient sleeves, and means or attaching the sleeves of each arm toa frame member close tol the plane of said frame member.

5. In a motor vehicle, in combination, a

frame having channel members, an engine for the vehicle, supporting arms for the engine each having a pair of parallel sleeves adjacent its outer end, resilient members in the sleeves, resilient members between the ends of the sleeves and the supporting arms and means engaging the resilient members for securing each supporting arm to a side frame member with the resilient members or sleeves positioned substantially within the limits of the side channel member.

6. In a motor vehicle, in combination, a frame, an engine for the vehicle, means supporting the engine on the frame to prevent torsional deection of the frame comprising supports each having a plurality of parallel sleeves, resilient members positioned in the sleeves, and means for attaching the resilient members to the engine.

In testimony whereof l affix my signature.

ALFRED MUORHUSE. 

